Fleet Connect

A carrier name you recognize doesn’t tell you who’s picking up your load.

That’s the gap freight thieves rely on. They use a real carrier’s name, a real USDOT number, and a phone number that isn’t the carrier’s. The load gets dispatched, the truck shows up, and nobody checks whether the driver matches the assignment.
Verisk CargoNet put 2025 cargo-theft losses in the U.S. and Canada at nearly $725 million. That’s about 60% higher than their 2024 figure. The average theft went from $202K to $274K.
Most brokers already do carrier vetting. The weak spot is pickup: the driver and truck that actually arrive.

CargoGuard covers that step:

→ Before pickup: the driver scans their license, takes a selfie and scans the truck’s cab card. Your team checks the result against the assignment.

→ At the dock: you get photos of the side of the truck and the license plate, saved with the load.

→ In transit: location, status and route history all show in one view.

→ At delivery: the signed POD is attached to the shipment record.

If something doesn’t match, you find out before the freight leaves, not after the customer calls.

A mismatch doesn’t prove theft. It tells you which call to make next.

See how it works → mycargoguard.com

GE HealthCare just agreed to pay $945 million for the final mile.

Not a new scanner. Not a new drug.

The network that gets PET radiopharmaceuticals from the cyclotron to the patient: 15 sites, 21 cyclotrons, across the U.S.

Here's why that's worth almost a billion dollars:

The most common PET isotope, F-18, has a 110-minute half-life.

Every 110 minutes on the road, half of what you're carrying is gone.

A late pickup isn't a service issue. It's a cancelled scan.

When one of the biggest names in medical imaging buys the final mile, it's telling you where the value is: in reliable, time-critical, compliant delivery.

That's a door opening for courier companies, but only the ones with the quality systems, Class 7 training and documentation to walk through it.

The radiopharma market isn't asking "can you deliver?"

It's asking "can you prove it, every time, in under two hours?"

Source: GE HealthCare, Oct 5, 2026

A motor goes out on a Tuesday.

$28,000 to replace it. The truck sits.

That truck was doing $12,000 a month in revenue. So the real cost is not $28,000. It is $28,000 plus $12,000 every month it stays parked.

Most owner-operators go to the bank. The bank says come back with two years of financials and give us six weeks.

Six weeks is $18,000 in lost revenue while you wait for a no.

That is the actual problem with trucking capital. Not the rate. The clock.

I work with a funding partner that decides in 24 to 48 hours and underwrites the business, not just the credit score.

The only rule: borrow against something that puts a truck back to work. If the money does not produce miles, do not take it.

DM me "CAPITAL" if that is where you are.

If you’re a broker and your week starts with cold calls, you don’t have a rate problem. You have a pipeline problem.

We build the engine that keeps qualified shippers landing in your CRM so you spend the day quoting freight instead of hunting it.

Tell us who you need to find.

Everyone in trucking is looking for someone.

Carriers need drivers and freight.

Dispatchers need carriers.

Brokers need shippers and capacity.

Recruiters need qualified candidates.

The software and insurance companies need fleets.

Different businesses. Same problem.

And almost nobody has an actual system for it. Most of it runs on group posts, referrals, whoever answers the phone, and hoping the right person sees the right thing at the right time.

That works until you need it to work consistently.

The operations that grow aren't the ones with better luck finding people. They're the ones that built a process for finding them, so it happens whether anybody's thinking about it that week or not.

Who are you trying to find right now?

July imports are projected at 2.47 million TEUs — breaking the 2.4 million record set in May 2022, at the height of pandemic-era freight chaos. That's the number to sit with: we're about to beat the craziest freight month in recent memory.

The mechanism is simple — retailers are racing to get inventory in before an expected August tariff increase. That's not organic demand, that's a deadline-driven sprint. NRF's own projection shows the crash on the other side: August drops to 2.22 million, then September and October both fall under 2 million.

If you're staffing up, buying equipment, or extending credit based on how busy July feels — stop.

This volume has an expiration date attached to a policy decision, not to economic growth. Plan your Q4 capacity around the October number, not the July one.